Auxiliary train-controlling means



Jan. 16, 1923. 1,442,692

F. Jl Mcm/OY Auxmmmr TRAIN CONTROLLING Mrams4 FILED Novr 30, |920 5 sHEETs-sHEET l 1 l i s; 5 a

u i N S i N I E a QN i I i \g\l l 3 l5 B i 5% 2 if, I o I I i l e S "f vv I 'r1 I {T l l I l R .Le

N 4 N v i v -D s n E s sa E um l Q J3 o a Q g 5 h N 3 h '4' v 3 Q 'is 3 E 3 WITNESSES J'NVENTUH FuLcislMzff'y Jan. 16, 1923.

F` J. MCAVOY. Aux L r ARY TRA 1N CoNTRoLLxNG MEANS` Fl LED Nov. 30 1920.

W/TNESSES Jan. 16, 1923. 1,442,692

Fy J. McAVOY. Aux l r ARY TRA N CoNTRoLL l NG MEANS.

FILED Nov 30. 1920` 5 SHEETS-SHEET 3 Br V ATTORNEYS Jan. 16, 1923. 1,442,692

F, J. MCAVOY, AuxxUARY TRAIN CoNTRoLLrNG MEANS.

FILED Nov. 30, 1920. 5 SHEETS-SHEET 4 Wl TNESSES ATTORNEYS Jan. I6, 1923.

F. J McAVUY, AuxsL|ARY TRAIN CoNTRoLLlNG MEANS` 5 sHEETssHEET 5 FILED Nov` 30. 1920.

oom h new tm nvvf/v mn Francia JMC??? '01.

A TTU/NVE YS Patented Jan. 16, 1923.

Uiglrriov STATES 1,442,692 PATENT oFFlCE.

" Immers JOSEPH mmvomor NEWARK, NEW innen.

AUXILIARY TiBAIN-CONTBOLLING BEAN S. Application Med November 30, 1920. Serial No. 427,81(

To all whom-it may concern:

Be it known that I, Fnalgcrs JOSEPH Mo- Avor, a citizen of the United States, and a resident of Newark, in the county of Essex i and Stateof New Jersey, have invented a new and Improved Auxiliary Train-Control ling Means, of which the .following is a full, clear, and exact i descriptlon.

The invention relates to air brakes, and

its object is t9 provide a new and improved auxiliary train controlling means for assenger and freight trains and arrange to enable the engineer to quickly and accurately control the train.

t Another object is to apply the brakes throughout thelseveral cars of the train and ractically at the same time and with uniorm force. y

Another object is to permit installation of the auxiliary train controlling means on trains now vequipped with the New York, Westinghouse,or` other type of brake sys tem.

Vith these and other objects in view, the

invention consists of certain novel features of construction, as hereinafter shown and described and then speciically pointed out in the claims. l

A practical embodiment of the invention is represented in the accompanying drawings forming a part of this specification, in which similar characters of reference indicate cory res ending parts in all the views.

igure 1 is a side eleva-tion of the improved 'auxiliary train controlling means arranged in connection with a brake mechanism of the New York type;

Figure 2 is an enlarged side elevation with parts shown in section of the auxiliary train controlling means with the parts in release position;

Figure 3 is a side elevation of the brake and release valve in serviceposition, parts being shown in section.;

Figure 4 is a side elevation of the brake and release valve in emergency position;

Figure 5 is a Sectional side elevation of the brake and release valve in lap position;

Figure 6 is a plan view of the same in release position;

Figure 7 is a cross sec-tion of the same on the line 7-7 of Figure 4;

Figure 8 is a plan view of the engineers valve; t

Figure 9 is a side elevation of the same;

- Figure 10 is a diagrammatic view of the improved auxiliary train controlling means and showing the electricconnection with the engineers valve;

Figure 11 is a'sideelevation of a modified form of the auxiliary train controlling means;

Figure 12 is an enlarged sectional side elevation of the valved coupling for the auxiliary pipe used for supplyin compressed air from the main reservoir of t e locomotive to the auxiliary main reservoir of the auxiliary train controlling means; c

Figure 13 is a side elevation of a portion of the tubing for carrying the electric conductors, with the floor portion of a car shown in section;

Figure 14 is an enlarged sectional plan view of one of the couplings for the electric conductors, the section being on the line 1li-14 of Figure 15; and

Figure 15 is a perspective View of the same with the coupling members shown disconnected. f

The air compressor 20 on the locomotive 21 is connected by a. pipe 22 with a main reservoir 23 connected by a pipe 24 with another main reservoir 25 connected by a pipe 26 with an engineers valve 27 of usual construction except for the switching means hereinafter more fully explained. The engineers valve 27 is connected by a pipe 28 with the train pipe 29 extendingia-long the several cars of the train and connected at each car with the usual air brake equipment thereon including notably a triple valve 3U, a brake cylinder 31 and an auxiliary reservoir 32 coacting in the usual manner tolpply and release the brakes on the engineer correspondingly actuating the fengineers valve 27.4 In the connection between""the train pipe 29 and the triple yvalve 30 isar ranged a reducing valve 33 to allow of maintaining a higher pressure in the train pipe 29 than in the auxiliary reservoir 32.

ln case the auxiliary train controlling means is used on a freight train then the said means is located on the Caboose, and for passenger trains each car is preferably equipped with the auxiliary train controlling means. In each case use is made of an auxiliary main reservoir 4() having approximately the Same air pressure as that in the main reservoirs 23 and 25, say 100 pounds. The auxiliary main reservoir 40, as shown to ,allowof char ing the auxilia.

in Figure 1, is connected by a pipe 41, having a check valve 42, with the train pipe 29 main reservoir 4Q With't e pressure fromt e main' reservoirs 25 and 23 on the engineer correspondingly manipulatin the engineers valve 27, that is, the auxiliary main reservoir 40 is charged, say, with 100 lbs., while the auxiliary reservoir 32 is charged with lbs. The heck valve 42 preven'ts return flow of air pressure from vthe main reservoir tank 40' on a reduction of pressure in the train pipe 29 when applying the brakes. The main auxiliary reservoir 40 is connected by a pipe 45 with a brake and release valve 46 of any approved construction, preferably, however, similar to the brake and re lease valve used in the New York air brake s stem for enablin the engineer to release tllie locomotive bra es independently of the applied brakes on the cars of the train. The brake and release valve 46 is connected by a pipe 47 with the train pipe 29, and thc two pipes 45 and 47 are providedwith manually controlled cut-out valves 48 and 49 normally in open position.

The brake and release valve 46 is shown in detail in Figure 5 and comprises a valve casing 50 having a'valve seat 51 on which is mounted to slide a slide valve 52'provided at its under side with a cavity 53. The slide valve 52 controls ports 54, 55, 56, of which the port `54 connects with a nipple 58 coupled to the pipe 47; the port 55 connects with a nipple 60 coupled to the atmosphere; and the port 56 connects with an exhaust chamber 59 having an outlet 57 lead in `to ipe 45 and the reservoir 40. The sli e va ve 52 is provided with a pin 61 engaged by a forked arm 62 attached to a shaft 63 journaled in the valve casing 50. On the outer end of the shaft 63 is secured an operating arm 64 normally held in emerncy position by the action of a spring 65.

he slide valve 52 is adapted to be moved into release position, as shown in Fi ure 2. or into service position as shown in igure 3, or into lap position as shown in Fi ure 5, and this movement of the brake an release valve `46 is inunison with the corresponding movement of the engineers valve 27 in the cab of the locomotive 21. Thus when the engineer moves the engineers(` 'valve is such as to shut oli' all connect valve is auch as to connect the train linev with the atmosphere but not with a' full uncovering of thefports; the emergency position of the valve is such esito connect the train line with the atmosphere with as full as possibleuncovering ofthe rts, so as to. permita quick reductionof t e pressure ofV the trainlineyand the lap position of the ion between the train line, the atmosphere and the reservoir 40 so as to resultin the maintenance of whatever position las justpreviously been taken in the s stem,

In order to move the sli e valve 52 from emergency position in'to release, service or 80 and 79 are provided 4wit in the-cylinders 90 71, 72 and 73 with stop collars 83, 84 and 85V adapted to abut against the heads 80, 81

and'82 to limit, the rearward movements of i the pistons 74, 75 and 76 in the cylinders 71, 72 and 73. rlhe outer ends of the piston 95 rods 77, 78 and 79 are provided with heads or buttons 86, 87 and 88 adapted to engage a sleeve formin part of the handle 6,4 and being referab y secured thereon by a bolt 91. ward in the cylinder 71 untilvthe stop col-. lar 83 strikes the head 80 then the buttol 86 has moved tht;l handle 64 into release position against t e tensi of the s rin 65, as shown in Figure 2. ogy p g 75 is moved rearward in its cylinder/72 until its stop collar 84 abuts against the head 81, as shown in Figure 3, 'then the button87 is 1n position to hold the handle 64 `in service position after the handle 64 moves from re- 110 ton 88 has moved the handle 64 from service 115 into lap position, as shown in Fi re 5. When the several pistons 74, 75'an 76 are in foremost positions, as shown in Figure 4, then the spring 65 has pulled the handle 64 into emergency position for an emergency 120 ap lication of the brakes.

n orderto move the pistons 74, 75 and 76 in unison with the engineers valve 27, the following arrangement is made: From the auxiliary main reservoir 40 extends a 125 pipe 10i) rovided with a reducing valve 101, and tdis pipe is connected with air chambers 102, 103 and. 104 connected by pipes 105, 106 and 107 with the forward ends of the cylinders 71, 72 and 73. Each 1-30 to reciprocate pistons 7475 and 85 hen the piston 74 is moved rear- 10o hen the piston -1015 nuance of the air chambers 102, 103 and 104 is provided with valve seats 108, 109 and 110, controlled by ,valves 111, 112 and 113 connecting the'pipe 100 with the corresponding pipes 105, 106 and 107 or disconnectin the same. Normally the valves 111, 112 an 113 are held on their seats by springs 114.

The valves 111, 112 and 113 are engaged at the upper ends of their valve stems by cores 120, 121 and 122 of solenoids 123, 124 and 125 mounted on top of the air chambers 102, 103 and 104. The lower ends 126, 127 and 128 of the cores 120, 121^and 122 control valve seats 130, 131 and 132 connecting the air chambers 102, 103 and 104 with exhaust chambers 133, 134 and 135 formed in the upper portion of the air chambers 102, 103 and 104. The exhaust chambers 133, 134 and 135 are provided with exhaust apertures 136 137 and 138 leading to the atmosphere. lt is understood that normally the valves 111, 112 and 113 are held in closed position by their Springs 114 and the cores 120, 121 and 122 are held in uppermost position by the said valves. Now in case any one of the solenoids 123, 124 or 125 is energized then its core 120, 121 or 122 moves downward and in doing so it moves the corresponding valve 111, 112 or 113 into open position thereby connecting the pipe 100 Vwith the corresponding pipe 105, 106 or 107 to admit compressed air to the corresponding cylinder 71, 72 or 73 to move the piston 74, or 76 rearward in such cylinder to actuate theV slide valve 52 correspondingly, as above explained. As soon as the solenoid 123, 124 or 125 is deenergized then the corresponding valve 111, 112 or 113 is returned to uppermost position by the spring 114 and consequently the corresponding core 120, 121 or 122 is raised' and moved ofl' the seat 130, 131 or 132 to allow air from the corresponding cylinder 71, 72 or 73 to promptly escape by way of the pipe 105, 106 or 107, the'chamber' 102, 103 or 104 and the exhaust chamber 133, 134 or 135, thereby permitting return movement of the piston 74, 75 or 76 in its cylinder 71, 72 or 73a The solenoids 123, 124 and -125 are controlled by switching means on the engineers valve 27 and the said solenoids are connected by wire 139 with afsource of elecfree end with a spring-pressed button 153 adapted to engage segmental contacts 155,y

156, 157 and `158, insulated one from the other and mounted on a suitable bracket 160 held insulated on the casing 161 of the engineers valve 27. The segmental contact 155 is' connected by a wire 165 with the solenoid 123, a wire 166 connects the segmental contact 157 with the solenoid 124, and a wire 167 connects the segmental contact 156 with the solenoid 125. When the handle 150 of the engineers valve 27 is in release position then the button 153 of the contact arin 151 is in engagement with the segmental contact 155 and consequently the so enoid 123 is energized to connect the pipe, 100 with the cylinder 71. When the handle`150 is moved into service position then the button 153 of the contact arm 151 is moved in engagement with the segmental contact 157 and consequently the solenoid 124 is energized to connect the pipe 100 with the cylinder 72. When the handle 150 is moved from service position to lap position then the button 153 is in engagement with the segmental contact 156 and consequently the solenoid 125 is energized to connect the pipe 100 with the cylinder 73. When the handle 150 is moved into emergency position then the button 153 moves into engagement with the segmental contact 158, that is, out of engagement with the other segmental contacts 155, 156 and 157 and consequently the several solenoids 123, 124 and 125 are de-energized to allow the several pistons 74, 75 and 76 to return forward to normal position and thereby allow the spring 65 to move the handle 64 and with it the valve 52 into emergency position for an emergency application of the brakes.

From the foregoing it will be seen that the brake and release valve 46 automatically assumes the various positions into which the engineers valve 27 is moved by the engineerin charge of the train. The operation of the brake and release valve 46 is practically simultaneous with that of the engineers valve 27 and consequently the brakes are aplplied or released practically simultaneous y in both the front and rear portions of the train. The action of the engineers val've 27 for releasing the brakes and applying the brakes for both service and emergency applications iswell known, and, as the action of the brake and release valve 46 is in unison with the engineers valve and functions in the same manner, further description of the action of the brake and release valve 46 is not deemed necessary.

It is understood that the positions running, holding and lap of the engineers valve are embraced in the single segmental contact 156 and consequently the brake and release valve 46 only assumes the single position lap whenever the 4engineers valve is moved into ru nning,l"holdmg or lap position.

It will be noticed that in case the electric connection between the engineers valve 27 and the solenoids is broken, the. several solenoids are (le-energized and the air is allowed to escape from the three cylinders 71, 72 and 73 to cause an emergency application of the air brakes i y It will also be noticed that by the arrangement described the engineer 1s enabled to quickly and properly control the train irrespective of its length. It will further be noticed that the auxiliary train controlling means may be readily connected with air brake systems such as New York and W'estinghouse, without any alterations in such systems.

As` retiously stated, the auxiliary train contro ling means are preferabl applied to each car of a passenger train, ut any one of the auxiliary train controlling means in a car can be cut out on closing the valves 48 and 49 in the pipes 45 and 47 connecting the brakefand release valve 46 with the auxiliary main reservoir 40 and the train pipe 29, respectively.

In the modified form shown in Figure 11, the main auxiliary reservoir 40 is directly charged from the main reservoir 25 by the use of a separate pipe 170, similar to the train pipe 29, and extending alon the several cars of the train. This pipe 1 0 is connected by a pipe 171 with the auxiliary main reservoir 40, as plainly shown in Figure 11. The pipe 170 is provided with a coupling 175 between adjacent cars and this coupling 175 consists of two coupling members 176, 177 adapted to be connected with each other or disconnected and similar to the ordinary couplings on the train pipe. The coupling members 176 and 177 are provided on their contacting faces with registering valve seats A178 and 179 (see Figure 12) normally open but adapted to be closed by ball valves 180 and 181 normally seated in seats 18,2 and 183 arranged on the coupling members 176 and 177.. The ball valves 180 and 181 are pressed on by springs 184 and 185 and are normally in contact With each other, thus holding the valves oil' their seatsA 178, 179. Now in case the coupling members 176 and 177 become accidentally separated, then the ball valves 180 and 181 are moved into closed position on the seats 178 and 179 by the action of the springs 184 and 185 thereby preventing escape of main reservoir pipe pressure. It will be noticed that by the arrangement described the usual angle cocks can be dispensed with on the pipe 170.

The circuit wires 152, 165, 166 and 167 are 'nsul-ated and referably extend throu h a tu 190 exten ing along the cars in t e train (see Figure 13), and exible coupling tubes 191l areprovided at the adjacent ends of the sections of the tube 190 at adjacent 1 cars. The flexible coupling tubes 191 are connected with each other at their adjacent ends by a coupling 195 made in two sections 196, 197, shown in Figures 14 and 15. The

coupling sections 196 and 197 are made of a.`

ible tubes 191 and through which extend the corresponding ends of the wires 152, 165, 166 and 167 to connect with the binding posts 210 and 211, of which the binding posts 210 are connected with the sockets 200 and the pins 202, and the binding posts 211 are connected with the sockets 201 and the ins 203.

aving thus described my invention, I claim as new and desire to secure by Letters Patent 1. An auxiliary train controlling means, comprising an auxiliary main reservoir located on a car in the train and adapted to be char d from the main reservoir on the locomotive, and a brake and release valve operating in unison with the en ineers valve and connected with the train pipe and the said auxiliary main reservoir.

2. An auxiliary train controlling means, comprising an auxiliary main reservoir mounted on a car in the train and adapted to be charged from the main reservoir on the locomotive, a brake and release val-ve mounted on the said car-and connecting the said auxiliary main reservoir with the train pipe, and actuating means controlled by the en ineers valve in the locomotive and actuating the said brake and release valve in unison with the eugineers valve.

3. An auxiliary train controlling means, comprising an auxiliary main reservoir mounted on a car in the train and adapted to be charged from the main reservoir on the locomotive, a brake and release valve mounted on the said car and connecting the said auxiliary main reservoir with the train pipe, pneumatic actuating means for the sald brake and release valve, and controllin means controlled from and moving in unison with the engineers valve, the said controlling means connectin the said pneumatic actuating meanswitii the said auxiliary main reservoir.

4. An auxiliary train controlling means, comprising an auxiliary main reservoir mounted on a car in the train and connected with the train pipe to be charged with auxiliary main reservoir pressure, a brake and release valve mounted on the said car and connected with the train pipe and with the said auxiliary main reservoir, a spring adapted to move the said brake and release valve into emergency position, neumatic actuating means moving the said rake and release valve into release, lap\and service positions, and connecting means connecting the said auxiliary main reservoir with the said pneumatic actuating means to operate the latter, the said connecting means operating in unison with the engineers valve in the cab of the locomotive.

5. An auxiliary train controlling means, comprising an auxiliary main reservoir mounted on a car in the train and connected with the train pipe .to be charged with auxiliary main reservoir pressure, a brake and release valve mounted on the said car and connected with the train pipe and with the said auxiliary main reservoir, a spring adapted to move the said brake and release valve into emergency position, pneumatic actuating means moving the said brake and release valve into release, lap and service positions, valved connections connecting the said auxiliary main reservoir with the pneumatic actuatin means, and electromagnetic means control in the said valved connections and control ed by the engineers valve in the cab of the locomotive.

6. An auxiliary train controlling means, comprising an auxiliary main reservoir mounted on a car in the train and connected with the train pipe to be charged with auxiliary main reservoir pressure, a brake and Vrelease valve mounted on the said car and connected with the train pipe and with the said auxiliary main reservoir, a spring adapted to move the said brake and release valve into emergency position, pneumatic actuating means moving the said brake and release valve into release, lap and service positions, valved connections connecting the said auxiliary main reservoir with the neumatic actuating means, electromagnetic devices controlling the said valved connections, and electric switching means on the said engineers valve in the cab of the locomotive and connected with the said electromagnetic devices.

7. In an air brake system, a main reservoir on the locomotive, an engineers valve on the locomotive, a tra-in pipe, an auxiliary main reservoir located on a car in the train and charged from the said main reservoir on the locomotive, a brake and release valve on the said car and connected with the said auxiliary reservoir and the train pipe, and actuating means connected with and controlled by the engineers valve and actuating the said brake and release valve in unison with the engineers valve.

8. In an air brake system, an engineer's valve on the locomotive and provided with a contact arm and with contacts adapted to be engaged by the said conta-ct arm, a train pipe, electromagnetic devices located on a car 1n the train and electrically connected with the said contacts to operate in unison with the engineers valve, an auxiliary main reservoir located on the said car, a brake and release valve mounted on the said car and connected with the said auxiliary reservoir and the train pi e, and pneumatic actuating means control ing the said brake and release valve and connected with the said auxiliary main reservoir, the said electroma etic devices controlling the flow of iui pressure from the said auxiliary main reservoir to the said pneumatic actuating devices.

9. In an air brake system, an engineers valve on the locomotive and provided with a contact arm and with contacts adapted to be engaged by the said contact arm, a train pipe, electromagnetic devices located on a car in the train and electrically coii nected with the said contacts to operate in unison with the engineer`s valve, an auxiliary main reservoir located on the said car, a brake and release valve mounted on the said car and connected with the said auxiliary reservoir and the train pipe, pneumatic actuating means controlling the said brake and release valve and connected with the said auxiliaigT main reservoir, tlie said electromagnetic devices controlling the flow of fluid pressure from the said'auxiliary main reservoir to the said pneumatic actuatin devices, and a valved connection connecting the said auxiliary main reservoir with the tra-in pipe to charge the said auxiliary main reservoir with pressure from the main reservoir on the locomotive.

l0. In an air brake system, an auxiliary main reservoir on a car in the train, a brake and release valve adapted to move into release, lap, service and emergency positions and connecting the said auxiliary main reservoir with the train pipe, a spring normally holding the said brake and release valve in emergency position, a plurality of pneumatic plungers adapted to move the said brake `and release valve into release lap and service positions against the said spring, valved connections connecting the said auxiliary main reservoir with the said pneumatic plungers, electromagnetic devices controlling the said valved connections, and an engineers valve provided With circuit opening and closing means electrically connected With the said electromagnetic devices to actuate the latter in unison with the engineers valve.

11. In an air brake system, an auxiliary main reservoir on a car in the train, a brake and release valve ada ted to move into release, lap, service an emergency positions and a brake and release valve connecting train pi e,

the said auxiliary main reservoir with the a spring normally holding the said bra e and release valve in emergency position, a plurality of pneumatic lungers adapted to move the said brake and. release valve into release, lap and service positions against the said s ring, valved connections connecting the sai auxiliar main reservoir with the said pneumatic p ungers, electro- 10 magnetic devices controlling the said valved unison with the engineers valve, and means 15 for chargin the said auxiliary main reservoir from t e mam reservoir on the locomotive.

FRANCIS JOSEPH MGAVOY. 

